Tire noise reduction device and pneumatic tire provided with same

ABSTRACT

A tire noise reduction device includes a sound absorbing member made of a porous material; and a band member disposed between the sound absorbing member and the tire inner surface and provided for attaching the sound absorbing member to a tire inner surface, the band member including chamfered portions on both surface sides at both ends in a width direction of the band member.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/088,805, filed on Sep. 26, 2018, which is the National Stage ofInternational Patent Application No. PCT/JP2017/011803, filed on Mar.23, 2017, which claims the benefit of priority from Japan PatentApplication No. 2016-071307, filed on Mar. 31, 2016, the entire contentsof each of which are incorporated herein by reference.

TECHNICAL FIELD

The present technology relates to a device for reducing cavernousresonance generated in a pneumatic tire, and more specifically relatesto a tire noise reduction device that can improve high-speed durabilityperformance by inhibiting breakage of a sound absorbing member anddamage to a tire inner surface that are caused by friction between aband member and the sound absorbing member and between the band memberand the tire inner surface, and a pneumatic tire provided with the tirenoise reduction device.

BACKGROUND ART

Cavernous resonance, which is caused by vibration of air inflating atire cavity portion, is one cause of tire noise. The cavernous resonanceoccurs as a result of a tread portion of a tire, which is in contactwith a road surface when a vehicle is driven, vibrating due tounevenness of the road surface, and the vibration causing the air insidethe tire cavity portion to vibrate. Of the cavernous resonance, there isa frequency band that is perceived as noise, and it is thus important toreduce the noise level of this frequency band in order to reduce thetire noise.

As a method for reducing the noise caused by the cavernous resonancephenomenon described above, a technology has been proposed in which asound absorbing member made of a porous material, such as a sponge, isattached to a tire inner surface, namely, on an inner circumferentialsurface of a tread portion using an elastic fixing band (see JapanPatent No. 4281874, for example).

However, when the elastic fixing band has a rectangular cross-section,the sound absorbing member is caused to warp due to the centrifugalforce when the vehicle is driven for a long time in a high-speed region.As a result, friction occurs between edge portions of the elastic fixingband and the sound absorbing member and between edge portions of thesound absorbing member and the tire inner surface, and breakage of thesound absorbing member and damage to the tire inner surface may occur.

SUMMARY

The present technology provides a tire noise reduction device that canimprove high-speed durability performance by inhibiting breakage of asound absorbing member and damage to a tire inner surface that arecaused by friction between a band member and the sound absorbing memberand between the band member and the tire inner surface, and a pneumatictire provided with the tire noise reduction device.

A tire noise reduction device of the present technology is provided witha sound absorbing member made of a porous material and a band memberprovided for attaching the sound absorbing member to a tire innersurface and disposed between the sound absorbing member and the tireinner surface. The band member includes chamfered portions on bothsurface sides at both ends in a width direction of the band member.

Further, the tire noise reduction device described above is providedinside a cavity portion of a pneumatic tire of the present technology.

In the present technology, a tire noise reduction device includes asound absorbing member made of a porous material and a band member thatis disposed between the sound absorbing member and a tire inner surfaceand attaches the sound absorbing member to the tire inner surface. Byincluding chamfered portions on both surface sides at both ends in awidth direction of the band member, breakage of the sound absorbingmember and damage to the tire inner surface that are caused by frictionbetween the band member and the sound absorbing member and between theband member and the tire inner surface can be inhibited.

In the present technology, it is preferable that each of the chamferedportions in the band member be formed as a flat surface, and that anangle θ1, with respect to the width direction of the band member, of achamfered portion C1 positioned on an inner circumferential surface sideof the band member, and an angle θ2, with respect to the width directionof the band member, of a chamfered portion C2 positioned on an outercircumferential surface side of the band member be respectively set tobe in a range of 110°≤θ1≤160° and 110°≤θ2≤160°. By forming the chamferedportions C1 and C2 in this way, the breakage of the sound absorbingmember and the damage to the tire inner surface that are caused by thefriction between the band member and the sound absorbing member andbetween the band member and the tire inner surface can be moreeffectively inhibited. Both the angles θ1 and θ2 of the chamferedportions C1 and C2 are more preferably set to be in a range from 135° to160°.

In the present technology, the angle θ1 is preferably larger than theangle θ2. Since durability of the sound absorbing member is lower thanthat of the tire inner surface with respect to the friction with theband member, by making the angle θ1 of the chamfered portion C1 on thesound absorbing member side relatively larger, the durability of thesound absorbing member with respect to the friction with the band memberis improved. On the other hand, by making the angle θ2 of the chamferedportion C2 on the tire inner surface side relatively smaller, across-sectional area of the band member is made as large as possible,and thus, weakening of strength of the band member can be minimized.

In the present technology, it is preferable that each of the chamferedportions in the band member be formed as a curved surface, and that aradius of curvature r1 of a chamfered portion R1 positioned on the innercircumferential surface side of the band member, and a radius ofcurvature r2 of a chamfered portion R2 positioned on an outercircumferential surface side of the band member be respectively set tobe in a range of 0.1 T_(B)≤r1≤0.5 T_(B) and 0.1 T_(B)≤r2≤0.5 T_(B) withrespect to a thickness T_(B) of the band member. By forming thechamfered portions R1 and R2 in this way, the breakage of the soundabsorbing member and the damage to the tire inner surface that arecaused by the friction between the band member and the sound absorbingmember and between the band member and the tire inner surface can bemore effectively inhibited. The radii of curvature r1 and r2 are morepreferably set to be in a range of 0.3 T_(B)≤r1≤0.5 T_(B) and 0.3T_(B)≤r2≤0.5 T_(B), respectively.

In the present technology, the radius of curvature r1 is preferablylarger than the radius of curvature r2. Since the durability of thesound absorbing member is lower than that of the tire inner surface withrespect to the friction with the band member, by making the radius ofcurvature r1 of the chamfered portion R1 on the sound absorbing memberside relatively larger, the durability of the sound absorbing memberwith respect to the friction with the band member is improved. On theother hand, by making the radius of curvature r2 of the chamferedportion R2 on the tire inner surface side relatively smaller, thecross-sectional area of the band member is made as large as possible,and thus, the weakening of the strength of the band member can beminimized.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a perspective cross-sectional view illustrating a pneumatictire provided with a tire noise reduction device according to anembodiment of the present technology.

FIG. 2 is a perspective view illustrating a tire noise reduction deviceaccording to an embodiment of the present technology.

FIG. 3 is a cross-sectional view schematically illustrating an exampleof a band member in a tire noise reduction device according to anembodiment of the present technology.

FIG. 4 is a cross-sectional view schematically illustrating a modifiedexample of a band member in a tire noise reduction device according toan embodiment of the present technology.

FIG. 5 is a cross-sectional view schematically illustrating anothermodified example of a band member in a tire noise reduction deviceaccording to an embodiment of the present technology.

FIG. 6 is a cross-sectional view schematically illustrating anothermodified example of a band member in a tire noise reduction deviceaccording to an embodiment of the present technology.

FIGS. 7A to 7C are each a cross-sectional view schematicallyillustrating another modified example of a band member in a tire noisereduction device according to an embodiment of the present technology.

FIGS. 8A and 8B illustrate a state in which a known tire noise reductiondevice is installed on a tire inner surface, and FIGS. 8A and 8B arecross-sectional views illustrating a sound absorbing member and a bandmember in a noise reduction device.

DETAILED DESCRIPTION

A configuration of the present technology is described in detail belowwith reference to the accompanying drawings. FIG. 1 illustrates apneumatic tire according to an embodiment of the present technology, andFIG. 2 illustrates a tire noise reduction device according to anembodiment of the present technology. FIG. 3 illustrates a band memberin the tire noise reduction device according to an embodiment of thepresent technology.

In FIG. 1 , the pneumatic tire includes a tread portion 1 that isannular and extends in a tire circumferential direction, a pair ofsidewall portions 2 disposed on both sides of the tread portion 1, and apair of bead portions 3 disposed inside of the sidewall portions 2 in atire radial direction. Furthermore, a tire noise reduction device 6 thatis ring-like and illustrated in FIG. 2 is attached to a cavity portion 4that is surrounded by the tread portion 1, the sidewall portions 2, andthe bead portions 3. The tire noise reduction device 6 is disposed in aregion, of a tire inner surface 5, corresponding to the tread portion 1.In FIG. 3 , Tw indicates a tire lateral direction, and Tr indicates thetire radial direction.

The tire noise reduction device 6 includes a sound absorbing member 7made of a porous material, and a band member 8 configured to attach thesound absorbing member 7 to the tire inner surface 5. The band member 8is formed in an annular shape so as to extend along the tire innersurface 5, and the sound absorbing member 7 is bonded to an innercircumferential surface of the band member 8 along a circumferentialdirection of the band member 8. A number of the sound absorbing members7 is not particularly limited. A plurality of the sound absorbingmembers 7 may be included, and the sound absorbing members 7 can bebonded to the inner circumferential surface of the band member 8 whilespaced apart from each other. The sound absorbing member 7 includes manyinternal cells and has predetermined sound absorbing properties based onthe porous structure thereof. Polyurethane foam is preferably used asthe porous material of the sound absorbing member 7. The band member 8holds the sound absorbing member 7 on the tire inner surface 5 using anelastic restoring force of the band member 8. The tire noise reductiondevice 6 configured as described above can be freely attached to andremoved from a normal pneumatic tire, and removal and attachmentoperations of the tire noise reduction device 6 can be easily performed.

In the tire noise reduction device 6 described above, ultrasonic weldingis adopted as bonding means for bonding the sound absorbing member 7 andthe band member 8. Specifically, the sound absorbing member 7 isdisposed between the band member 8 and a locking member 9, and thelocking member 9 is ultrasonically welded to the band member 8 via thesound absorbing member 7. The same type of thermoplastic resin, such aspolypropylene, is preferably used as a constituent material of the bandmember 8 and the constituent material of the locking member 9. In thisway, bonding by the ultrasonic welding described above can be easilyperformed. Further, although the ultrasonic welding described above ispreferably used as the bonding means for bonding the sound absorbingmember 7 and the band member 8, a bonding method thereof is notparticularly limited, and thermal bonding, an adhesive, double-sidedtape, or mechanical locking means can also be used.

In the tire noise reduction device 6 described above, chamfered portionsC1 and C2 are formed on the band member 8 illustrated in FIG. 3 , onboth surface sides at both ends in a width direction thereof. Of thechamfered portions C1 and C2, the portions disposed on an innercircumferential surface side (on the inside in the tire radialdirection) of the band member 8 and adjacent to the sound absorbingmember 7 are the chamfered portions C1, and the portions disposed on anouter circumferential surface side (on the outside in the tire radialdirection) of the band member 8 and adjacent to the tire inner surface 5are the chamfered portions C2. Further, the chamfered portions C1 and C2are preferably formed along the circumferential direction of the bandmember 8, but may be formed intermittently in the circumferentialdirection of the band member 8.

In the tire noise reduction device 6 described above that is providedwith the sound absorbing member 7 made of the porous material and theband member 8 for attaching the sound absorbing member 7 to the tireinner surface 5, the band member 8 being disposed between the soundabsorbing member 7 and the tire inner surface 5, by including thechamfered portions C1 and C2 on both surface sides at both ends in thewidth direction of the band member 8, breakage of the sound absorbingmember 7 and damage to the tire inner surface 5 that are caused byfriction between the band member 8 and the sound absorbing member 7 andbetween the band member 8 and the tire inner surface 5 can be inhibited.

In contrast, when the band member 8 has a rectangular cross-section inthe tire noise reduction device 6 which is known and illustrated in FIG.8A, the band member 8 has a higher strength than a band member providedwith the chamfered portions, since the band member 8 has a largercross-sectional area. However, as illustrated in FIG. 8B, when thevehicle is driven at high speeds, the sound absorbing member 7 isrepeatedly caused to warp toward the outside in the tire radialdirection due to the centrifugal force generated as a result of the tirerolling, and the friction between the sound absorbing member 7 and theband member 8 is caused. As a result, the breakage of the soundabsorbing member 7 occurs at edge portions (illustrated by dashed linesin FIG. 8B) of the band member 8.

As illustrated in FIG. 3 , the chamfered portions C1 and C2 are eachchamfered as a flat surface. Angles at which the chamfered portions C1and C2 are inclined with respect to the width direction of the bandmember 8 are respectively referred to as angles θ1 and θ2. At this time,the angle θ of the chamfered portion C1 is in a range of 110°≤θ1≤160°,and the angle θ2 of the chamfered portion C2 is in a range of110°≤θ2≤160°. Both the angles θ1 and θ2 of the chamfered portions C1 andC2 are more preferably set to be in a range from 135° to 160°. Further,in an aspect illustrated in FIG. 3 , the angle θ1 of the chamferedportion C1 and the angle θ2 of the chamfered portion C2 are identical.Specifically, the band member 8 has an axial-symmetrical shape, with acenter line that is parallel with the width direction of the band member8 being an axis of symmetry. By forming the chamfered portions C1 and C2in this way, the breakage of the sound absorbing member 7 and the damageto the tire inner surface 5 that are caused by the friction between theband member 8 and the sound absorbing member 7 and between the bandmember 8 and the tire inner surface 5 can be more effectively inhibited.Here, when the angles θ1 and θ2 of the chamfered portions C1 and C2 aresmaller than 110°, the edge portions of the band member 8 become closerto right angles, and a level of the damage caused by the frictionbetween the band member 8 and the sound absorbing member 7 and betweenthe band member 8 and the tire inner surface 5 worsens. On the otherhand, when the angles θ1 and θ2 of the chamfered portions C1 and C2exceed 160°, an effect on inhibiting the breakage of the sound absorbingmember 7 and the damage to the tire inner surface 5 deteriorates.

In an example illustrated in FIG. 4 , the angle θ1 of the chamferedportion C1 is set to be larger than the angle θ2 of the chamferedportion C2. Both the angles θ1 and θ2 of the chamfered portions C1 andC2 are preferably set to be in a range from 135° to 160°. Sincedurability of the sound absorbing member 7 is lower than that of thetire inner surface 5 with respect to the friction with the band member8, by making the angle θ1 of the chamfered portion C1 on the soundabsorbing member 7 side relatively larger, the durability of the soundabsorbing member 7 with respect to the friction with the band member 8is improved. On the other hand, by making the angle θ2 of the chamferedportion C2 on the tire inner surface 5 side relatively smaller, thecross-sectional area of the band member 8 is made as large as possible,and thus, weakening of the strength of the band member 8 can beminimized.

In an example illustrated in FIG. 5 , chamfered portions R1 and R2, onwhich chamfering is performed, are formed on both surface sides at bothends in the width direction of the band member 8. Of the chamferedportions R1 and R2, the portions disposed on the inner circumferentialsurface side (on the inside in the tire radial direction) of the bandmember 8 and adjacent to the sound absorbing member 7 are the chamferedportions R1, and the portions disposed on the outer circumferentialsurface side (on the outside in the tire radial direction) of the bandmember 8 and adjacent to the tire inner surface 5 are the chamferedportions R2.

The chamfered portions R1 and R2 are each chamfered as a curved surface.Radii of curvature of the chamfered portions R1 and R2 are respectivelyreferred to as radii of curvature r1 and r2. At this time, with respectto a thickness T_(B) of the band member 8, a radius of curvature r1 ofthe chamfered portion R1 and a radius of curvature r2 of the chamferedportion R2 respectively have relationships of 0.1 T_(B)≤r1≤0.5 T_(B) and0.1 T_(B)≤r2≤0.5 T_(B). The radii of curvature r1 and r2 are morepreferably set to be in a range of 0.3 T_(B)≤r1≤0.5 T_(B) and 0.3T_(B)≤r2≤0.5 T_(B), respectively. Further, in an aspect illustrated inFIG. 5 , the radius of curvature r1 of the chamfered portion R1 and theradius of curvature r2 of the chamfered portion R2 are identical.Specifically, the band member 8 has the axial-symmetrical shape with thecenter line that is parallel with the width direction of the band member8 being the axis of symmetry. By forming the chamfered portions R1 andR2 in this way, the breakage of the sound absorbing member 7 and thedamage to the tire inner surface 5 that are caused by the frictionbetween the band member 8 and the sound absorbing member 7 and betweenthe band member 8 and the tire inner surface 5 can be more effectivelyinhibited. Here, when the radii of curvature r1 and r2 of the chamferedportions R1 and R2 are smaller than 0.1 T_(B), the effect on inhibitingthe breakage of the sound absorbing member 7 and the damage to the tireinner surface 5 cannot be obtained sufficiently. On the other hand, whenthe radii of curvature r1 and r2 of the chamfered portions R1 and R2exceed 0.5 T_(B), the effect on inhibiting the breakage of the soundabsorbing member 7 and the damage to the tire inner surface 5deteriorates.

In an example illustrated in FIG. 6 , the radius of curvature r1 of thechamfered portion R1 is set to be larger than the radius of curvature r2of the chamfered portion R2. Since the durability of the sound absorbingmember 7 is lower than that of the tire inner surface 5 with respect tothe friction with the band member 8, by making the radius of curvaturer1 of the chamfered portion R1 on the sound absorbing member 7 siderelatively larger, the durability of the sound absorbing member 7 withrespect to the friction with the band member 8 is improved. On the otherhand, by making the radius of curvature r2 of the chamfered portion R2on the tire inner surface 5 side relatively smaller, a cross-sectionalarea of the band member 8 is made as large as possible, and thus, theweakening of the strength of the band member 8 can be minimized.

A cross-sectional shape of the chamfered portions of the band member 8is not particularly limited. Examples can include a case in which thechamfered portions C1 and C2 formed as flat surfaces are formed so as tohave large and identical angles with respect to the width direction ofthe band member 8, as illustrated in FIG. 7A, a case in which thechamfered portions R1 and R2 formed as curved surfaces are formed so asto have small and identical radii of curvature, as illustrated in FIG.7B, and a case in which both ends of the band member 8 in the widthdirection are bent toward the outside in the tire radial direction, andthe chamfered portions R1 and R2 formed as curved surfaces are formed atall the edge portions of the band member 8, as illustrated in FIG. 7C.

EXAMPLES

In a tire noise reduction device provided with a sound absorbing membermade of a porous material and a band member provided for attaching thesound absorbing member to a tire inner surface and disposed between thesound absorbing member and the tire inner surface, Comparative Examples1 to 4 and Examples 1 to 5 of noise reduction devices, in whichchamfered portions formed as flat surfaces were formed in the bandmember, were manufactured, the chamfered portions of the band memberhaving various different configurations. Further, Conventional Example 1was prepared as a known noise reduction device in which the chamferedportions were not provided in the band member. These noise reductiondevices are suitable for a pneumatic tire of a tire size of 245/50R18.

In Comparative Examples 1 to 4 and Examples 1 to 5, the presence of thechamfered portions, positions of the chamfered portions (in the widthdirection of the band member), positions of the chamfered portions (inthe thickness direction of the band member), the angle θ1 of thechamfered portion C1, and the angle θ2 of the chamfered portion C2 wereset as shown in Table 1.

In Table 1, with respect to the positions of the chamfered portions (inthe thickness direction of the band member), a case in which thechamfered portions are provided only on the inner circumferentialsurface side of the band member is referred to as a “sound absorbingmember side,” a case in which the chamfered portions are provided onlyon the outer circumferential surface side of the band member is referredto as a “tire inner surface side,” and a case in which the chamferedportions are provided both on the inner circumferential surface side andthe outer circumferential surface of the band member is referred to as“both surface sides.”

Each of the noise reduction devices of the Conventional Example 1,Comparative Examples 1 to 4, and Examples 1 to 5 described above wastested according to the following test method and evaluated for abreakage occurrence speed of the sound absorbing member and a degree ofdamage to the tire inner surface, and the results are shown in Table 1.

Breakage Occurrence Speed of Sound Absorbing Member

Each of the noise reduction devices was mounted in a cavity portion of apneumatic tire with a tire size of 245/50R18, that was subjected to dryheat treatment at 80° C. for 120 hours with oxygen filled inside. Thepneumatic tires were then assembled on wheels having a rim size of18×8J, and a traveling test was conducted under the conditions of an airpressure of 200 kPa and a load of 7.8 kN using a drum testing machine.More specifically, an initial speed was set at 120 km/h, and the speedwas increased by 10 km/h every 24 hours. Each of the pneumatic tirestraveled until the breakage occurred in the sound absorbing member, andthe speed reached at that point was measured.

Degree of Damage to Tire Inner Surface

After the breakage occurrence speed test of the sound absorbing memberdescribed above was carried out, conditions of the tire inner surfacewere examined. The degree of damage to the tire inner surface wasindicated as “A” when there were no scratches on an inner liner, “B”when there were scratches on the inner liner, and “C” when there waspeeling of the inner liner.

TABLE 1 Conventional Comparative Comparative Comparative ComparativeExample 1 Example 1 Example 2 Example 3 Example 4 Presence of No Yes YesYes Yes chamfered portions Positions of — Both ends Both ends Both endsBoth ends chamfered portions (in width direction of band member)Positions of — Tire inner Sound Sound Sound chamfered portions surfaceside absorbing absorbing absorbing (in thickness direction member sidemember side member side of band member) Angle θ1 of chamfered — — 110°135° 160° portions C1 Angle θ2 of chamfered — 135° — — — portions C2Breakage occurrence 150 150 170 180 190 speed of sound absorbing member(km/h) Degree of damage to C A C C C tire inner surface Example 1Example 2 Example 3 Example 4 Example 5 Presence of Yes Yes Yes Yes Yeschamfered portions Positions of Both ends Both ends Both ends Both endsBoth ends chamfered portions (in width direction of band member)Positions of Both surface Both surface Both surface Both surface Bothsurface chamfered portions sides sides sides sides sides (in thicknessdirection of band member) Angle θ1 of chamfered 110° 135° 160° 135° 160°portions C1 Angle θ2 of chamfered 110° 135° 160° 110° 135° portions C2Breakage occurrence 170 180 190 180 190 speed of sound absorbing member(km/h) Degree of damage to B A A B A tire inner surface

As illustrated in Table 1, compared with Conventional Example 1, boththe breakage occurrence speed of the sound absorbing member and thedegree of damage to the tire inner surface were improved in the noisereduction devices of Examples 1 to 5. In contrast, in ComparativeExample 1, since the chamfered portions were provided only on the tireinner surface side, an improvement effect on the breakage occurrencespeed of the sound absorbing member was insufficient. In ComparativeExamples 2 to 4, since the chamfered portions were provided only on thesound absorbing member side, the damage to the tire inner surface wasobserved.

Next, similarly to Comparative Examples 1 to 4 and Examples 1 to 5,noise reduction devices of Comparative Examples 5 to 8 and Examples 6 to10, in which chamfered portions formed as curved surfaces were formed inthe band member, were manufactured, the chamfered portions of the bandmember having various different configurations. In Comparative Examples5 to 8 and Examples 6 to 10, the presence of the chamfered portions, thepositions of the chamfered portions (in the width direction of the bandmember), the positions of the chamfered portions (in the thicknessdirection of the band member), the radius of curvature r1 of thechamfered portion R1, and the radius of curvature r2 of the chamferedportion R2 were set as shown in Table 2. Further, Conventional Example 2was prepared as the known noise reduction device in which the chamferedportions were not provided in the band member.

Each of the noise reduction devices of the Conventional Example 2,Comparative Examples 5 to 8, and Examples 6 to 10 was tested accordingto the test method described above and evaluated for the breakageoccurrence speed of the sound absorbing member and the degree of damageto the tire inner surface, and the results are shown in Table 2.

TABLE 2 Conventional Comparative Comparative Comparative ComparativeExample 2 Example 5 Example 6 Example 7 Example 8 Presence of No Yes YesYes Yes chamfered portions Positions of — Both ends Both ends Both endsBoth ends chamfered portions (in width direction of band member)Positions of — Tire inner Sound Sound Sound chamfered portions surfaceabsorbing absorbing absorbing (in thickness direction member side memberside member side of band member) Radius of curvature r1 — — 0.1T_(B)0.3T_(B) 0.5T_(B) of chamfered portion R1 Radius of curvature r2 —0.3T_(B) — — — of chamfered portion R2 Breakage occurrence 150 150 170180 190 speed of sound absorbing member (km/h) Degree of damage to C A CC C tire inner surface Example 6 Example 7 Example 8 Example 9 Example10 Presence of Yes Yes Yes Yes Yes chamfered portions Positions of Bothends Both ends Both ends Both ends Both ends chamfered portions (inwidth direction of band member) Positions of Both surface Both surfaceBoth surface Both surface Both surface chamfered portions sides sidessides sides sides (in thickness direction of band member) Radius ofcurvature r1 0.1T_(B) 0.3T_(B) 0.5T_(B) 0.3T_(B) 0.5T_(B) of chamferedportion R1 Radius of curvature r2 0.1T_(B) 0.3T_(B) 0.5T_(B) 0.1T_(B)0.3T_(B) of chamfered portion R2 Breakage occurrence 170 180 190 180 190speed of sound absorbing member (km/h) Degree of damage to B A A B Atire inner surface

As illustrated in Table 2, compared with Conventional Example 2, boththe breakage occurrence speed of the sound absorbing member and thedegree of damage to the tire inner surface were improved in the noisereduction devices of Examples 6 to 10. In contrast, in ComparativeExample 5, since the chamfered portions were provided only on the tireinner surface side, the improvement effect on the breakage occurrencespeed of the sound absorbing member was insufficient. In ComparativeExamples 6 to 8, since the chamfered portions were provided only on thesound absorbing member side, the damage to the tire inner surface wasobserved.

The invention claimed is:
 1. A tire noise reduction device, comprising:a sound absorbing member made of a porous material; and a band memberformed in an annular shape along a tire inner surface disposed on aradially outer side of the sound absorbing member and configured toattach the sound absorbing member to the tire inner surface, the bandmember including chamfered portions on both surface sides at both endsin a width direction of the band member; wherein the both surface sidesinclude a first side of the band member extending along a lengthdirection of the band member and facing the tire inner surface and asecond side opposite the first side; and the chamfered portions areintermittently disposed along a length of the band member.
 2. The tirenoise reduction device according to claim 1, wherein each of thechamfered portions in the band member is formed as a flat surface, andan angle θ1, with respect to the width direction of the band member, ofa chamfered portion C1 positioned on an inner circumferential surfaceside of the band member, and an angle θ2, with respect to the widthdirection of the band member, of a chamfered portion C2 positioned on anouter circumferential surface side of the band member are respectivelyset to be in a range of 110°≤θ1≤160° and 110°≤θ2≤160°.
 3. The tire noisereduction device according to claim 2, wherein the angle θ1 is largerthan the angle θ2.
 4. The tire noise reduction device according to claim1, wherein each of the chamfered portions in the band member is formedas a curved surface, and a radius of curvature r1 of a chamfered portionR1 positioned on an inner circumferential surface side of the bandmember, and a radius of curvature r2 of a chamfered portion R2positioned on an outer circumferential surface side of the band memberare respectively set to be in a range of 0.1 T_(B)≤r1≤0.5 T_(B) and 0.1T_(B)≤r2≤0.5 T_(B) with respect to a thickness T_(B) of the band member.5. The tire noise reduction device according to claim 4, wherein theradius of curvature r1 is larger than the radius of curvature r2.
 6. Apneumatic tire comprising the tire noise reduction device according toclaim
 5. 7. A pneumatic tire comprising the tire noise reduction deviceaccording to claim
 1. 8. The tire noise reduction device according toclaim 1, further comprising locking members coupled to the band member,wherein the sound absorbing member is sandwiched between the band memberand the locking members.